Car-wheel and process of making the same.



F. E. GANDA. UAR WHEEL AND PROOESS OF MAKING THE SAME.

APPLICATION FILED JAIL 18. 1909.

Patented June 15 1909. 3 SHEETS-SIFIBET 1 1': NORRIS PETERS F. E. GANDA. 'GAR WHEEL AND mocsss or MAKING THE SAME.

APPLICATION FILED JAN-18. 1909. Patented :June 15, 1909.

3 SHEETS-SHEET 2.

A test: Ifivedtor:

Attys 715 mmms PETERS co., WASNINGYON. a c.

I- Mw-W I P. E. GANDA. GAR WHEEL AND PROCESS OF MAKING THE SAME. APPLICATION FILED JAN. 18. 1909.

925,423. Patented June 15, 1909.

3 SHEETS-SHEET 3.

Inventor v 7 4'. M

ttest:

A ttys ilNlT .1 STATES FFICE,

FERDINAND E. OANDA, OF NEW YORK, N. Y., ASSIGNOR TO OANDA BROTHERS, OF NEW YORK, N. Y., A COPARTNERSHIP.

CAR-WHEEL AND PROCESS OF MAKING THE SAME.

Application filed January 18, 1909.

To all whom it may concern:

Be it known that I, FERDINAND E. CANDA, a (:ltlZeH of the United States of America, and a resident of New York, county of New York and State of New York, have invented a certain new and useful Car-VVheel and Process of Making the Same, of which the following is a specification.

My invention relates to car wheels and like metal wheels comprising two almularly related members secured together, and to a process of making the same, and my inven tion comprises a wheel comprising two annularly related members relatively inter locked and held together as herein described, also a process of making such wheels comprising the forming of the two members with shoulders adapted to interlock, the assembling of the said members with the shoulders interlocked and the forcing or pressing of keying means into a groove provided between said members and which extends reentrantly into both said members, and by the action of great pressure on said keying means, while the latter is at a forging heat, and the action of said groove as a matrix, materially changing the crosssectional form of said keying means and forging thereon projecting portions extending into and substantially filling the re entrant portions of said groove, said keying,

means, so changed in section, when cold, holding the members engaged. These and other features of my invention are more fully hereinafter pointed out and set forth in the appended claims.

The objects of my invention are, to provide a simple. strong and reliable wheel, such as specified, comprising annularly related members united together, and, preferably, formed of materials of different de grees of hardness, to so design this wheel that it may be constructed at relatively little expense, and to provide a process of making such wheels capable of being carried out expeditiously and with relatively little expense, and. in particular, with relatively little machining of the parts.

It is very important that the tire or tread of a car wheel shall be of a very hard and tough steel. A tire of such material not only has greater inherent endurance than the best chilled cast iron, or than softer steel, but has far greater capacity to resist the formation of flat spots, and so does not Specification of Letters Patent.

Patented June 15, 1909.

Serial No. 473,002.

require t-rning as frequently as does the chilled iron or soft steel tread.

Flat spots on the treads of car wheels are usually due to slipping of the wheel on the track after the application of the brake, and necessitate the removal of the wheel from the car and its truing up by grinding or turning down the tread of the wheel. Not only does this truing remove a considerable proportion of the material of the wheel rim, so reducing correspondingly the permissible mileage of the wheel, but it necessitates laying up the car for a considerable period of time, and considerable expense in machining and grinding; the total expenses from these causes and from the decreased mileage of the wheel being very considerable. WVhere a wheel is formed entirely from one grade of steel, as for example, in the case of an ordinary forged or pressed steel wheel, it is impracticable to have the rim or tread of the wheel materially harder than the material of the hub of the wheel, because the hub of the wheel must be of metal soft enough to permit the hub to be bored for the reception of the axle, and also because a relatively soft grade of steel must be used to permit the extreme alteration of section involved in converting an ingot or billet into a forged or pressed car wheel. My invention overcomes these object-ions, permitting the hub portion and wheel body to be made of one grade of metal, either steel, cast iron, or any other suitable material, and the tire to be made of a very hard and tough grade of steel, and these two members of the wheel when assembled, are united in such manner that they become thereafter practically one, though it is nevertheless easy, when desired, to remove the tire and to replace it with a new tire. Making the tire and the wheel body of different grades of metal has the further advantage that a steel best adapted, by reason of its hardness and toughness, for use in the wheel tire, is expensive, and the cost of the wheel may be materially reduced by using a less expensive grade of steel for the wheel body and hub, this part of the wheel not requiring extreme hardness and toughness.

In the accompanying drawings I illustrate various constructions of car wheels embodying my invention, and the methods of making the same.

In the said drawings: Figure 1 shows a vertical axial section of one form of my car wheel; Fig. 2 shows a fragmentary side elei while at a forging heat into this groove 5' vation of the wheel, looking from the right of Fig. 1; Fig. 3 is a fragmentary section similar to Fig. 1, but taken on a different plane of section, and indicating how the tire and wheel body are interlocked against relative rotation. Fig. 1 shows an elevation and partial section of a portion of one of the keying strips employed; F 5 is a similar view of an alternative form of keying strip and Fig. 6 is a similar view of still a further al ternative form of keying strip; Fig. 7 shows an elevation of the keying strip bent into a ring for insertion into the wheel; Fig. 7 shows a side view of a portion of a segmental keying ring which may be used, said ring consisting of a plurality of structurally separate segments. Fig. 8 shows a vertical section of portions of dies used for forcing the key ring into the wheel; Fig. 9 shows an axial section of an alternative form of wheel; Fig. 10 is a fragmentary side elevation thereof; Fig. 11 shows an elevation and partial section of the keying ring employed in this form of wheel showing the ring as it is prior to being pressed into the wheel; Fig. 12 shows a fragmentary axial section of another form of tire and wheel body assembled preparatory to the pressing of the two together; Fig. 18 is a similar view of the same parts after the pressing operation; and Fig. 14 is a view similar to Fig. 18, taken on a different section plane. Fig. 15 shows a fragmentary side elevation of a wheel comprising a body and riin held together by segmental keys; and Fig. 16 shows a side view of one of said keys.

Referring first to Figs. 18 inclusive, numeral 1 designates the wheel body, of any suitable form, and numeral. 2 the tire, which in this case is shown as a flanged tire such as car wheels are custon'iarily provided with. I have indicated by different sectioning that the metals of these two parts are different, the tire being preferably a hard and very tough steel, while the wheel body 1 may be of much softer steel or may even be of cast iron, though cast steel is much preferable. The wheel body 1 is provided on one side, with a projecting flange having a shoulder 3 adapted to fit into a corresponding recess in the tire; and said tire has a corresponding shoulder 4 adapted to fit into a cor-re spending annular recess in the flange 3 of the wheel body. By this engagement the wheel body and. tire are locked together on one side. To lock the wheel body and tire together on the opposite side, a groove 5 is provided between the wheel body and tire, one side of this groove being formed by the wheel body and the other side by the tire, said groove having reentrant extension or sub-grooves 6 and 7 respectively, extending the one into the rim 2 and the other into the wheel-body l. Alocking strip 8 is pressed as hereinafter described and caused to spread so as to fill these grooves (3 and 7, so looking the tire and wheel body together and preventing lateral separation of the one from the other. The wheel body may be a casting, and the only machining it requires, other than the boring of the hub hole, is the turning of the faces 9 and 10 and the turning out of the grooved recesses t and 6. The tire is customarily a. rolled tire and the only machining required after rolling is the turning of the faces adapted to fit against faces 9 and 10 of the wheel body and the turning of the grooves 3 and 7.

The locking strip 8 is customarily inserted at a forging heat into the groove 5 between the wheel body and tire and is pressed into place, while hot, under great pressure, such as l'nay be exerted by a hydraulic press and suitable dies. In Fig. 8 the dies are indicated diagrainmatically, 11 being the lower dies supporting the wheel, and 12 the upper die, acting upon the locking strip 8. It is easy by the pressure exerted by a powerful press and when the metal of the locking strip 8 is red hot, to press this strip so that it will completely fill grooves 6 and 7; and when this strip is cold, it has such strength and rigidity that it makes the two parts of the wheel substantially one, preventing any unintentional separation of the tire from the wheel body. It is relatively easy, however, to turn out this keying strip when it is desired to remove the tire from the wheel, and once this keying strip has been cut outthe the may be removed from the wheel body and a new tire applied in its place.

The keying strip 8 may have various forms. in the form shown in Fig. i the face 13 of the keying strip which is to spread, is grooved as shown, and other grooves 14 are provided about opposite the root of the groove in the face 13. Such a strip spreads very readily, when pressure is applied, into the form shown in Fig. 1. But a rectangular strip, that is to say, one that is ungrooved, may be employed, as shown in Fig. 5, such strip being there designated by reference numeral 81, or a strip similar to that shown in Fig. 4, but unprovided with side grooves 14, may be employed as shown in Fig. 6, where said strip is designated by reference numeral 82. Ordinarily these strips will be bent into the form of a ring, as indicated in 7, before they are applied to the wheel, but it is not necessary to weld or otherwise unite the ends of the strip, and in Fig. 7 I have shown the ends ununited, or a plurality of segmental strips may be employed as indicated in Figs. 7, 15 and 16.

To lock the tire and wheel body against relative rotation with respect to each other, I customarily provide notches 15 at intervals in the groove the metal of the strip 8 filling these notches when said strip is pressed into place, and so forming keys to prevent rotation of the one member of the wheel with respect to the other. Obviously various other forms of keying strips may be em plo ed. In the wheel shown in Figs. 9, 10 and 11 the tire, here numbered 21, and the wheel body, here numbered 11, and shoulders 3 and 4:, are substantially like those of the wheel shown in Fig. 1, and there is a groove 51 located similarly to the groove of Fig. l, and in the tire side of this groove is another groove 71; while in the face of the wheel body there is a dovetail groove (31. The locking strip 88 employed in this case is a cast ring having at intervals dowels e l adapted to project through suitable oritices in the wheel body; and this locking strip is of grooved section as shown, so that when pressed into the groove 51 it spreads readily to fill grooves 61 and 71; the ends of the dowels 84: being at the same time headed over to form heads 85 as indicated in Fig. 9. In this wheel the same locking notches 15 are provided, which notches are filled by the metal of the key rings so that rotation of the tire with reference to the wheel body, or vice versa, is prevented.

The key ring 8 is not necessarily continuous. This is indicated in Figs. 15 and 16, showing a wheel similar to that of Fig. 1, except that the two parts of wheel are united by segmental keys 86 fitting into segmental recesses 52 in the wheel body and engaging notches of the wheel body and tire the same as in the forms of wheel above described. These segmental keys may be driven home and spread either by a hammer or by pressmg.

in the form of wheel shown in Figs. 12, 13 and 1t, 23 designates the tire and 2A the wheel body, said tire and wheel body being interlocked on one side by shoulders 8 and 4: the same as in the preceding figures; and a groove 5 is provided on the other side of the wheel, between the tire and wheel body, suitable locking notches 15 being provided in the tire. The wheel body 24 has fo med on it a lip 25 which, after the tire has been placed upon the wheel body in the usual manner, is turned over either by spinning or by the action of a press, or in any other suitable manner, so as to form a flange 26 (Figs. 13 and 14) which holds the tire in place on the wheel and at the same time fills the notches 15, so preventing the parts from rotating one with respect to the other.

In assembling the wheel body and tire, in any of the forms of wheel shown herein, the tire, having been turned accurately to the size of the wheel body, may be heated somewhat so as to expand it to facilitate dropping the tire over the wheel body; but preferably the tire is not heated as just described,

the two parts being forced together by the action of a press.

hat I claim is 1. A method of forming car wheels and the like, which comprises assembling two separately formed members, one of which is an annulus adapted to fit over the other, and securing said members together agalnst lateral separation in one direction, and by pressure forcing metal at a forging heat lnto a groove provided, on one side of the wheel, between said members, which groove extends reentrantly into both said members, and by said pressure and the forming action of said groove as a matrix, materially changing the cross-sectional shape of the metal so forced in and forging on it projecting portions extending into and substantially filling the reentrant portions of said groove, and thereby securing said members against lateral separat-ion in the opposite direction.

2. A method of forming car wheels and the like, which comprises assembling two separately formed members, one of which is an annulus adapted to fit over the other, and securing said members against lateral separation in one direction, and by pressure forcing metal into a groove provided, on one side of the Wheel, between said members, and causing the metal so forced in to enter notches in the sides of said groove, thereby securing said members against lateral separation in the opposite direction and against rotation with respect to each other.

3. A method of forming car wheels and the like, which comprises assembling two separately formed members, one of which is an annulus adapted to fit over the other, and securing said members against lateral separation in one direction, and by pressure forcing metal into a groove provided, on one side of the wheel, between said members, and causing the metal so forced in to enter keying grooves extending radially from said first-mentioned groove, thereby securing said members against lateral separation.

4. A method of uniting separate annularly-related members of a wheel, which consists in inserting a keying piece into a groove provided between such annularly related members and by pressure spreading the metal of such keying piece into keying recesses extending radially from said groove.

5. A method of uniting separate annularly-related members of a wheel, which consists in inserting a keying piece at a forging heat into a. groove provided between such annularly related members, such groove extending reentrantly into both said members, and by pressure and the forming action of said groove, as a matrix spreading the metal of such keying piece and forging thereon projections extending into such reentrant portions of the groove.

6. A wheel comprising separately formed annularly-related members, said members provided with means preventing lateral sep aration in one direction and provided with a groove between them extending reentrantly into both said members, the reentrant portions of said groove being substantially opposite each other, and keying means within said groove and interlocked with the reentrant portions thereof, preventing lateral separation of said members in the other direction.

7. ."r wheel comprising separately formed annularly-related members, said members provided with means preventing lateral separation in one direction and provided with a groove of approximate T-section between them, and keying means within said groove and interlocked with the sides thereof, preventing lateral separation of said members in the other direct-ion.

8. A wheel comprising separately formed annularly-related members, said members provided with means preventing lateral separation in one direction and provided with a groove between them, having reentrant portions located approximately opposite each other, and keying means within said groove fitting into said reentrant portions, and keying said members against separation in the opposite direction.

9. A wheel comprising separately formed annularlv-related members, said members provided with means preventing lateral separation in one direction and provided with a groove between them, having reentrant portions located approximately opposite each other. and a key ring within said groove fitting into said reentrant portions, and keying said members against separation in the opposite direction.

10. A wheel comprising separately formed anmilarly-related members, provided on one side with interlocked shoulders preventing lateral separation of said members in one direction and provided with a groove of approximate Tseotion between them, and kev ing means within said groove and interlocked with the sides thereof, preventing lateral. separation of said members in the other direction.

11. A wheel comprising separately formed annularly-related members, provided on one side with interlocked shoulders preventing lateral separation of said members in one direction and provided with a groove of approximate T-section between them, and a key ring within said groove and interlocked with the sides thereof, preventing lateral separation of said members in the other di rection.

12. A wheel comprising separately formed annularly-related members, provided on one side with interlocked shoulders preventing lateral separation of said members in one direction and provided with a groove between them, having reentrant portions located approximately opposite each other, and keying means within said groove fittmg into said re'entrant portions, and keying said members against separation in the opposite direction.

13. A wheel comprising separately formed annularly-related members, provided on one side with interlocked shoulders preventing lateral separation of said members in one direction and provided with a groove between i them, having reentrant portions located approximately opposite each other, and a key ring within said groove fitting into said reentrant portions, and keying said members against separation in the opposite direction.

lt. A wheel comprising separately formed annularly-related members, said members provided with means preventing lateral separation in one direction and provided with a groove between them, and notches in said groove, and keying means within said groove and interlocked with the sides thereof and with said notches, preventing lateral separation of said members in the other direction and preventing relative rotation of said members.

15. A wheel comprising separately formed annularly-related members, said members provided with means preventing lateral sep aration in one direction and provided with a groove between them, and notches in said groove, and a ring within said groove and interlocked with the sides thereof and with said notches, preventing lateral separation of said members in the other direction and preventing relative rotation of said members.

16. A wheel comprising separately formed annularly-related members, said members provided with means preventing lateral separation in one direction and provided with a groove between them, and with notches projecting from said groove into both said members, and keying means within said groove and interlocked thereof and with said notches, preventing lateral sep aration'of said members in the other direction. 17. A wheel comprising separately formed annularly-related members, said members provided with means preventing lateral separation in one direction and provided with a groove between them, and with notches projecting from said groove into both said members, a key ring within said groove and interlocked thereof and with said notches, preventing lateral separation of said members in the other direction.

In testimony whereof I have signed this specification in the presence of two subscribing witnesses.

FERDINAND E. CANDA.

\Vitnesses FRANK E. RAFFMAN, H. M. MARBLE. 

